Carbureter for internal-combustion engines.



H. A. NEAL.

GARBURETER FOR INTERNAL COMBUSTION ENGINES. APPLICATION FILED MAR. 7, 1910.

1. 0 8 262 Patented Feb. 20, 1912.

3 SHEETS-SHEET '1.

H. A. NEAL.

GARBUBETER FOB, INTERNAL COMBUSTION ENGINES.

APPLIOATIQN FILED MAE. 7, 1910.

Patented Feb. 20, 1912.

3 SHEBTS-SHEET 2,

H. A. NEAL. GARBURETER FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED MAR. 7, 1910.

1,018,262. Patented Feb. 20, 1912.

3 SHEETSSHEET 3.

mm 1111mm Um fi ZZ- 1 1 ii J I J g J r I I Z MOW- ymw j HENRY ANDREWS NEAL, OF RICHMOND, ENGLAND.

CARBURETER FOR TNTERNAL-COMBUSTION ENGINES.

Specification of Letters Patent.

Patented Feb; 20, 1912.

Application filed March 7, 1910. Serial No. 547,797.

To all whom it may concern:

Be it known that I, HENRY ANDREWS NEAL, a subject of the King of England, residing at Richmond, in the county of Surrey, England, have invented certain new and useful Improvements in Carbureters for Internal-Combustion Engines, of which the following is a specification.

The present invention relates to ,carbureters of the multiple jet type and accordin to the invention both a hand controlled throttle for regulating the amount of mixture supplied to the engine and a suction controlled throttle for controlling the suction at each jet are employed.

The invention will be best understood by reference to the accompanying drawings, in which:

Figure 1 is a perspective view of the carburetor parts being broken away for clearness, Fig. 2 is a longitudinal sectlon through the apparatus, and Fig, 3 is a section on the line 3-3 of Fig. 2.

Like letters represent like parts throughout the drawings.

The liquid fuel is supplied to the jets A in any desired manner, but referably from an ordinary float-feed cham er B, the liquid passing into the channel C that, as shown in ig. 2, is common to all the jets of which any desired number ma be, used, four being shown in the figure. Fach jet A extends into a separate channel or choke tube D formed in the body piece D of the carbureter, the channel or space E bein freely open to the atmosphere. Each jet tgerefore receives its own properly proportioned supply of air from the open channel E into its own particular channel or carbureting chamber D whence the mixture passes into the mixing chamber F (Fig. 2) and from there to the branch D which leads to the engine and through which the suction of the engine reaches the jets. The row of jets can be artly or entirely o ened or closed by a cylindrlcal iston va ve or throttle G whichcan be reciprocated by the operator by means of the rod G connected to any convenient operating device.

At the end of the mixin chamber F is an automatic throttle valve H operating to open or close a port D through which all the mixture from F passes into the branch The ort communicates with an annula-r recess in the wall of the chamber F.

. rate chamber K The valve H is controlled by a spring H l and in the drawing is shown as normally retained in its open position. Dashpot action of the valve H to prevent chatterin cured, by the piston portionH wor 'ng in the short cylinder J and displacing air or liquid by any convenient means such as openings in the cover or by the piston rod being a loose fit in the cylinder. Itwill be seen that the section of the cylinder or pocket J adjacent the out-let D is reduced or of smaller diameter than the body of said pocket, and the portion or section B of the valve H is of greater diameter than the body of said valve to fit closely within the enlarged portion of said pocket J. The cylinder J with its end-plate J serves as a cover to the otherwise open end of the chamber F.

The suction or vacuum acting upon the valve H is that obtaining in the mixing chamber and not that in the engine inlet pipe. At the side of the piston G in a sepais a multiple valve K for controlling an auxiliary supply of air. Airholes K are formed in the wall of the cham-' ber K and orifices K in the valve K through which when the valve is open extra air can enter the mixin chamber by orifices F, which are opposlte to and correspond with the previously mentioned jet channels D. The channels K are opened and closed by the throttle G at thesame time and to the same extent as are the carbureting chambersor channels D. The valve has an arm K* for adjusting it.

The operation is as follows :-For starting purposes the throttle G would be moved to unmask the first of the jets A; this would allow' a sufiicient quantity of explosive mixture to pass into the mixing chamber F, and from said chambe through the ort D (which when the engine is-not wor g is, as shown in Fig. 2, wide open) and branch D to the engine. This amount of mixture would be correct as to its proportions of air and fuel and is intended to be sutlicient to start the engine and maintain it running quietly. Increased speed being required, the

operating throttle G would be moved farther to the right and unclose the second, third, etc., of the jets. The tendency of the extra suction due to the increased engine speed would be to suck more fuel through each jet and to produce an over-rich mixture, but this tendenc is modified by the action of the valve which would be sucked in against is sethe pressure of the spring H and so reduce the area of the port I) and thereby check the excessive suction. The same act-ion would occur no matter how many of the jets A were uncovered and a correct proportion of fuel and air is thus secured whatever quantity of fuel may be used at'any particular moment by the engine.

The object of the valve K is not to vary the proportions of air and fuel in the ordinary working of the engine, but it is provided for the purpose of correcting the mixture obtained from each jet according to the atmospheric conditions, for example, in a' dry atmosphere the engine could take a larger proportion of air than in a humid condition of the atmosphere. It follows therefore that the valve K is intended to be set once for all when starting the engine according to the prevailing conditions of the atmosphere and would not need to be altered until those conditions changed.

It will be appreciated that the proportionsof the mixture may be varied by altering the loading of the valve I-I.

What I claim as my invention and desire to secure by Letters Patent is 2- 1. In a carbureter for an internal combustion engine, chamber having an air inlet channel and a mixture outlet, a carbureting chamber communicating with the mixing chamber, a valve adapted to vary the dimension of the opening between the carbureting and mixin chambers, a second valve for varying the extent of opening of the air inlet channel to the mixing chamber, and a suctionoperated throttle controlling the outlet from the mixing chamber.

2. In a carbureter for an internal combustion engine, the combination of a mixing chamber having a plurality of air inlets and a mixture outlet, a plurality of carbureting chambers, an adjustable valve adapted to establish communication between any desired number of the carbureting chambers and the mixing chamber, a second valve controlling the air inlets to the mixing chamher, and a suction-operated throttle controlling the mixture outlet from the mixing chamber.

3. In a carbureter for an internal combustion engine, the combination of a mixing chamber having a mixture outlet and a plurality of carbureting chambers disposed at difierent points along its length, a valve free to slide in the mixing chamber to establish.

communication between any desired number of the carbureting chambers and the mixmg chamber, and a suction-operated throt- C tle controlling the outlet from the mixing chamber. 4. In a carbureter for anmternal combustion engine the combination of, a plurality of fuel jets, a mixing chamber having the combination of a mixing inlet channels whereof different channels are in communication with diiterent jets, a plurality of auxiliary air-inletorifices situated opposite the main air-inlet orifices, a valve for the mixing chamber that can be moved varying distances to uncover a greater or less number of the channels, a suction operated throttle controlling the outlet from the mixing chamber to the engine, anda valve adjustable forcontrolling the degree of opening of the auxiliary air inlet orifices, substantially as set forth.

5. In a carbureter for an internal combustion engine, the combination of a mixing chamber having a mixture outlet and a pocket whose longitudinal axis is transverse to the direction of said outlet, a plurality of carbureting chambers that communicate with the mixing chamber, an adjustable valve controlling the communication between the carbureting and mixing chambers, and a suction-operated throttle valve mounted in said pocket of the mixing chamber and adapted to obstruct the outlet from such chamber.

6. In a carbureter for an internal combus tion engine, the combination of a mixing chamber having a mixture outlet and a plurality of air inlets, chambers each adapted to communicate with the mixing chamber, an adjustable valve controlling the communication between each of the carbureting chambers and the mixing chamber, a second adjustable valve controlling the air inlets to the mixing chamber, and a plunger mounted in a pocket in the mixing chamber and adapted to'be moved by the suction in said chamber to vary the extent of opening of the mixture outlet.

7 In a carbureter for an internal combustion engine, the combination of a mixing chamber having a mixture outlet and a plurality of air inlets, a plurality of carbureting chambers each adapted to communicate with the mixing chamber, an adjustable valve controlling communication between each of the carbureting chambers and the mixing chamber, a second adjustable valve controlling the air inlets to the mixing chamber, a plunger mounted in a pocket in the mixing chamber and adapted to be moved by suction in said chamber to vary the extent of opening of the mixture outlet, and a spring surrounding said plunger and acting to maintain it in position where it will not obstruct the mixture outlet.

8. In a carbureter for an internal combustion engine, the combination of a mixing chamber having a mixture outlet and a plurality of air inlets, a plurality of carbureting chambers each adapted to communicate with the mixing chamber, an adjustable valve controlling communication between each of the carbureting chambers and an outlet to the engine, a plurality of aira plurality of carbureting the mixing chamber, a second adjustable valve controlling the air inlets to the mixing chamber, a plunger mounted in a pocket in the mixing chamber and having at one end an enlarged head that bears against the Wall of said pocket, said plunger adapted to be shifted by suction in the mixing chamber to project its other end across the mixture outlet, and a spring surrounding the 10 plunger Within said pocket and bearing upon the head thereof and a stationary abutment.

In testimony whereof I have signed my name to this specification in the presence of tWo subscribing Witnesses.

HENRY ANDREWS NEAL.

Witnesses: I

ALFRED J. BOULT, HARRY B. BRIDGE. 

